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AM.PHT0'LlTHO.C6-N.Y. (OSEDRNE'S PRCCESS.)

L. A.AvELu @L E. am; E. A. FOSSE.

Witneses: l i? 2 Sheets-Sheet?. L. A. VELU & E. F. & L. E. A. FOSSE.

' l Car Brake.

Patented NQv. 27, 1866,

witnesses wy Inventor.V

sites tutta @anni ffir.

,i lIllIIROVED GAR BRAKE.

i LOUIS ALEX/IS VELU, EUGENE FRAN OOIS FOSSE, AND LOUIS EUGENE ALPHQN SE FOSSE, OF PARIS, FRAN CE.

Letters Patent No. 60,094, dated November 27, 18h66. i

Be it vknown that we, Louis Annals. VnLn, EUGENE FnANoIs Fossa, and Louis EUGENE ALPHONSE Fossa,

all of Paris,'in theempire of France, have inventada new and improved Arrangement for `Stopping or `Retarding Railway Carriages, Cars, Trucks, or other rail or tram-road vehicles; and we do herebydeclare that `the following is a full and exact description thereof, reference being'had to the accompanying drawings, and to the letters of reference markedthereon. i i i l i The invention relates to an improved mechanical arrangement for ,stoppingA or retarding railway carriages, wagons, cars, trucks, locomotives, tenders, vans, or other vehicles, either for'k rail or for tram roads, whether driven by steam or other mechanicalpower, or by horse or other animal power, which arrangement isfto` be applied to One-or several of the carriages of a train, and by means of which arrangement one orlmore pairs of wheels of the cars or carriages may, whilst in motion, be lifted at the height required for carrying Athe said wheels out of contact with the rails, the arrangement consisting mainly of a wedge-shaped block, which at the required moment is to be inserted between the rail and a suitable prop or stay fixed against the lower part of the frame or the bu'er bars of the caror other vehicle'. Y z

In order to make the -invention more readily and completely understood, we will now give a full description of the same, referring thereby to the annexed drawings, in the various iigures of which `the same letters relate to corresponding parts. ,I i

Figure 1 shows a longitudinal side or elevation view of aluggage van or wagon provided with our improved stopping or retarding apparatus.

Figure 2 shows a back view; and

Figure 3 a view from underneath of the same.

In, the iigs. 2 and 3 only those parts are represented as relate more particularly toour stopping arrange-- ment, and in the dg.' 1 the arrow, 1, shows the direction in which the carriage is to move.. i

Before entering into the details of the invention, we wish it to be understood that we donot intend to limit ourselves to any particular means or mechanical contrivarice for actuating our stopping or retarding apparatus, viz, for inserting at the required moment the stopping wedges or blocks between the rails and `the respective iixed stays or props, of withdrawing the said wedges or blocks, neither to any particular means of connecting together and causing to work inconnection the stopping wedges or blocks of several carriagesof a railway train, has' various mechanical arrangements` may be resorted to for these purposes, though we will describe here an arrangement which we intend to make use of for the. said purposes.

Y .111 As has been mentioned above, our stopping or retarding apparatus 1s `based on a principle differing entirely and contraryV to whathas been done hitherto in apparatuses of this kind, for instead'of acting on the wheels of thecarriages for the purpose of' causing an increase of friction to be created between the saidwheels and the rails,'by transforming the rotary or rolling motion of the wheels into a sliding or skidding oneon the rails, the principle of working of our improved arrangement consists in lifting at the required moment the carriage or cause the same to rise to such height aboveotherails as fully to prevent any further contact to take place between the wheels of the carriage and the rails, the stopping or the retardingof the motion of the carriage being procured by the friction` exerted On the rail "by aJwedge-shap'ed block interposed between therail anda prop or stay solidly fixed against thelower surface of the frame of the carriage or-the buifer bars of the same,

x and so as to cause the weight of the caiiriage to press on the said wedge-shaped blocks along the'inclined surface of which the impetus of the carriage causes the same to ascend,by means of 4the just-mentioned props'r stays,

therebyl causing also a considerable amount of friction to be created between the inclined surfaceof the blocks and that of th props or stays, one of which latter is situated in front of each of the wheels of the carriage,

`and securely fixed to the frame of this latter,4 whilst for each of the said props or fixed staysawedge-ishaped stopping block is provided, the latter to vact in combination` therewith. The various stopping blocks-of each carriage are connected together so as to cause allof them to act simultaneously, whilstthose of several successive vcarriages of atrain may likewise be connected together by suitable rods, chains, wires, or other similar means.

A1 A2 A3 A* represent the wheels of a form-wheeled luggage van,l wagon, or other `similar VrailwayIt carriage. B2 show the rails, C the frame of the carriage, suspended inthe usual manner on the axles by means of the wheel, but of course leaving the necessary distance' apart for; the working of i thislatter.v The lower 4surface of D; El E2 E3 E* are four'wrought or castirion props pr resting ,stays bolted or otherwise securely fixed x e lower part of the frame or to the buiier bars ofthe carriage; the side of the prop turned toward the wheel, nffront of which the same is situated, should preferably' oii'er a curve corresponding about4 with that of the the prop, namely, that situated immediately above the rail, presents an incline which is about to correspond with that of the upper or inclined surface, g, of the wedge-shaped stopping block, G, which, when the car riage' A is tebe stopped, is inserted for a suitable length between the prop andthe rail. The hind part of each of the stopping blocks, G, which. blocks are to be made -of cast or wrought iron, or steel, presents on the upper side an incline, g, the angle of declivity of which corresponds about with that of the inclined lower surface of each Vof the props, E. This incline, g, might be made to turn on a hinge situated at the end, p, of the wedge, whereas the other end of this incline g might be. kept at the lrequired height by a lever, or other suitable means,` so as tc allow of setting the same at the required degree of declivity` It will be'understocd that in such case the blocks, Gr, instead .of forming one solid piece of cast or wrought iron, or steel,` is to have its inclined part, g, formedof a strongslab or plate of wrought iron hinged in 71, tothe nib or hind end vof the block. The fore part, g", of the block -is provided with two-small uprights or standards, h, between which is inserted a horizontal cross-bar, H, in such manner` that by causing this bar to recede, namely, in the direction of the arrow, 2, part of the incline, g, r'of `the block 'will become inserted between the rail and the fixed prop, whereas by pushing the bar, H, inthe direction of the arrow, 1k, the incline g of the block G will be withdrawn from .under the fixed prop, particularly if done in combinaticnvwit'h the lowering of the incline g. A ilat bar, I, is inserted in corresponding holes provided in thenprights i; the ends et" this bar, I, .are xed in the prop E, the shape of which latter may be seen in `tig. 1. The bar I is set in` an inclined position corresponding with that of the holes in the' uprights, h, in such manner that in gliding bymeans of these uprights along the bar I, the. block G, in receding toward its corresponding wheel,l will be lowered and `thereby part ofthe incline g become inserted between the wheel and the rail. At each end the fbariH'is bent 'upward at right angles, and at the same is bolted to the links K1 and K2, which latter connect together the rods L1 and L2 at one -side and those L3 and L* at the opposite side of the carriage. The rods L1 and L3, again, :are jointed to the shortr arms M1 and M2 of the levers Ml M5 and M"`M4, which latter turn in opposite-directionson a central belt N in a bracket N fixed to the lower side -of the frame of the carriage. By means of these levers, M1M3 and M2 M, the required advancing and receding motions may bel imparted to the blocks, G, so as either to cause incline g to enter more or less into the'open space left between the rail. and Athe lower surface of the corresponding fixed prop or stay, or to become withdrawn'thereirom., Various mechanical arrangements may be resorted to for imparting the necessary motion to the levers M1 M3 and Mz M4.` "We will describe here one of thearrangements which may be applied for that purpose: To the, ends', Ma and vM, of the levers, Ml M3 and Mz M4, are jointed twopracks, I" and Pz, both in gear, but in opposite directions, with a pinion Q, the vertical spindle R of which turns in brackets, S, fixed to the end of the carriage, the spindle being provided with a handle, T, for allowing to turn the pinion in the required direction, either for causing the racks P1 and l?2 to recede or to advance on the pinion Q, and thereby work the levers M1l M3 and M2 M4, and consequently'the blocks, G, connected to them. It will be readily -understood' that by means of suitable connecting rods, chains, wires, or other similar means, the rods L1 and L2 and links K1 and K2 of several successive carriages of a train may be connected, and thus the various stopping blocks be worked simultaneously and be put either under the command of the guard, the engine driver, or other attend ant; if wished, the bolts, N, of the various carriages might be connected in a similar manner, and by means of them motion' be transmitted tothe various stopping blocks. `We do not, however, intend to limit ourselves to any particular mode of connecting togetherV and causing to work simultaneously the various stopping blocks' of one or-ot` several carriages of a train.v

The mode of working of our apparatus is as follows: Supposing fig. l to represent a luggage van or wagon forming the'end of arailway train consisting of several carriages, each of'them provided with our improved stopping apparatus, namely, .with the fixed props or stays, E, the stopping blocks G and parts required for working or actuating these latter, the handle, T, to be within reach of the guard of the train or other attendant. yIn case of a sudden danger, requiring the speed of the train to be retarded or stopped as quick as possible, the guard or other attendant will simply have to turn the handle, ".l, and causethe pinion, Q, to turn in the direction required forcausing thev free ends of the long arms, M3 and M4, of the levers M1 M3 and M2 M of becoming expanded by theelfect of the racks Pi and P2, which will causethe short arms, Ml and Mof the said levers to carry the cross-bar- H toward the corresponding wheels of the carriage, and consequently drive the blocks, G, between the rails and the respective Afixed props, E, while by the impetus of the carriage these fixed props will glide with their inclined lower surface along the incline g of their` respective stopping blocks, G, and thereby causethe carriage tobe lifted. suiiciently'high above the vrails for carrying the wheels out of `contact with these latter, and thus cause the entire weight of the carriage to press iipon the block G; the fricltion` thus created between these latter and the rails and between the under side of the props, E, and the incline, g, of the blocks, will be suiiciently intense for obtaining a ,very rapid retarding of the motion of the carriages, and consequently the stopping cf the train. v y., Having .thus described the nature of our invention, and the manner in which the same is or inay be put into operation, what we consider to be 'novel' and original, and therefore claim as our invention, is

Combining with a lever, cr its equivalent, for operating the brake, and with the frame or wheels of a car (mother similar carriage, the brake-blocks E and wedges G, constructed and arranged to operate in the manner and for the purpose substantially as described. I LOUIS ALEXOIS VELU, EUGENE FRANCOIS FOSSE,

LOUIS EUGENE ALPHONSE FOSSE.

Witnesses: i

A. G. BRnDE, Bnn'roND.

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